JP2017028947A - Slip determination device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a slip determination device which allows for slip determination without performing combustion driving of an internal combustion engine.SOLUTION: A slip determination device for determining whether or not the shaft of a motor, interlocked with an internal combustion engine via a belt, has slipped for the belt is storing the correlation of the number of revolutions of the shaft with a supply current to the stator coil, when only the motor is rotating autonomously out of the internal combustion engine and the motor. If the correlation of the number of revolutions with a supply current is higher than the correlation to the stator coil, when only the motor is rotating autonomously out of the internal combustion engine and the motor, a determination is made that the shaft is slipping continuously for the belt.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a slip determination device that determines whether a shaft of a motor has slipped with respect to a belt.

  As shown in Patent Document 1, there is known a control device that determines whether or not a pulley of an alternator connected to a crankshaft via a belt is sliding with respect to the belt. This control device compares an instruction voltage value indicating the output voltage of the alternator with an actual voltage value actually output by the alternator. When the difference between the two is equal to or greater than the threshold value, the controller determines that the alternator pulley is slipping with respect to the belt.

JP 2013-173408 A

  By the way, the alternator generates electricity by rotating the crankshaft. Therefore, the slip determination described in Patent Document 1 cannot be performed unless the crankshaft starts to rotate autonomously. In other words, the slip determination cannot be performed unless the internal combustion engine is driven to burn.

  In view of the above problems, an object of the present invention is to provide a slip determination device that can perform a slip determination without driving an internal combustion engine to burn.

One of the disclosed inventions for achieving the above object includes a shaft (201) that rotates in conjunction with an internal combustion engine (400) via a belt (420), a rotor (202) provided on the shaft, And a slip determination device for determining whether or not the shaft has slipped with respect to the belt in the motor (200) including a stator coil (208) provided around the rotor,
A rotation sensor (40) for detecting the number of rotations of the shaft;
A current sensor (50) for detecting a supply current to the stator coil;
A determination unit (10) for determining slippage of the shaft with respect to the belt based on the number of rotations detected by the rotation sensor and the supply current detected by the current sensor;
The judgment part
Of the internal combustion engine and the motor, when only the motor is rotating autonomously, the correlation of the rotational speed to the supply current is stored,
When only the motor of the internal combustion engine and the motor is autonomously rotating, the rotation speed detected by the rotation sensor is higher than the rotation speed indicated in the correlation with respect to the supply current indicated in the correlation. It is determined that the shaft is sliding continuously with respect to the belt.

  When only the motor (200) rotates autonomously, the rotation speed of the shaft (201) is determined by the current supplied to the stator coil (208). Since the shaft (201) is connected to the internal combustion engine (400) via the belt (420), the rotational speed relative to the supply current depends on the rotational load of the internal combustion engine (400) connected to the belt (420). Determined. This corresponds to the above correlation.

  When the shaft (201) slides continuously with respect to the belt (420), the shaft (201) continuously idles. Therefore, the rotation speed detected by the rotation sensor (40) is higher than the rotation speed indicated in the correlation with respect to the supply current indicated in the correlation. As described above, when the detected rotation speed is higher than the rotation speed indicated by the correlation with respect to the supply current indicated by the correlation, the determination unit (10) causes the shaft (201) to move relative to the belt (420). It can be determined that the vehicle is sliding continuously.

  As described above, the slip determination can be performed when only the motor (200) of the internal combustion engine (400) and the motor (200) is autonomously rotating. That is, the slip determination can be performed without driving the internal combustion engine (400). Thereby, generation | occurrence | production of exhaust gas can be suppressed in slip determination.

  In addition, as described above, the slip determination is performed based on two of the rotation speed and the supply current. Therefore, compared with the structure which performs a slip determination based only on the output voltage of a motor, the fall of a slip determination precision is suppressed.

  In addition, the code | symbol with the parenthesis is attached | subjected to the element as described in the claim as described in a claim, and each means for solving a subject. The reference numerals in parentheses are for simply indicating the correspondence with each component described in the embodiment, and do not necessarily indicate the element itself described in the embodiment. The description of the reference numerals with parentheses does not unnecessarily narrow the scope of the claims.

It is sectional drawing which shows schematic structure of the motor control apparatus which concerns on 1st Embodiment. It is a circuit diagram which shows schematic structure of a motor control apparatus. It is a graph which shows the correlation of the supply current and rotation speed which generate | occur | produce a continuous slip. It is a graph for demonstrating the time change of the rotation speed and electric current amount when an instantaneous slip arises. It is a graph for demonstrating the time change of the rotation angle and electric current amount when instantaneous slip has arisen. It is a flowchart which shows a continuous slip determination process. It is a flowchart which shows an instantaneous slip determination process. It is a flowchart which shows the warning process at the time of slippage generation | occurrence | production.

Hereinafter, an embodiment in which a motor control device also functions as a slippage determination device of the present invention will be described with reference to the drawings.
(First embodiment)
A motor control device according to the present embodiment will be described with reference to FIGS. In addition to the motor control device, FIG. 1 illustrates a motor, a host ECU, and an internal combustion engine.

  The motor control device 100 controls the motor 200 based on a request command from the host ECU 300. The host ECU 300 corresponds to an external device.

  The motor 200 is connected to the crankshaft 410 of the internal combustion engine 400 mounted on the vehicle via a belt 420. Therefore, the motor 200 and the crankshaft 410 rotate in conjunction with each other. When the motor 200 is rotated by the motor control device 100, the rotation is transmitted to the crankshaft 410, whereby the crankshaft 410 is rotated. On the contrary, when the crankshaft 410 rotates, the rotation is transmitted to the motor 200, thereby rotating the motor 200. The motor control device 100 autonomously rotates the motor 200 to start the internal combustion engine 400 or assist the vehicle running. In addition, the motor 200 rotates according to the rotation of the crankshaft 410 to generate power. In the following, the motor 200 will be described first, and then the motor control device 100 will be described.

  As shown in FIG. 1, the motor 200 includes a shaft 201, a rotor 202, a stator 203, a pulley 204, and a case 205. The shaft 201 is rotatably provided on the case 205, and its tip is exposed to the outside from the case 205. A pulley 204 is provided at the tip of the shaft 201, and the belt 420 is connected to the pulley 204. Thus, the rotation of the crankshaft 410 is transmitted to the pulley 204 via the belt 420. In other words, the rotation of the shaft 201 is transmitted to the crankshaft 410 via the belt 420.

  A central portion of the shaft 201 is accommodated in the case 205. A rotor 202 is provided at the center of the shaft 201. A stator 203 is provided around the rotor 202.

  The rotor 202 includes a rotor coil 206 and a fixing portion 207 that fixes the rotor coil 206 to the shaft 201. The fixing portion 207 has a cylindrical shape, and the shaft 201 is inserted and fixed in the hollow so as to penetrate the center of the fixing portion 207. The rotor coil 206 is provided inside the fixed portion 207 and is electrically connected to wiring (not shown) provided on the shaft 201. Although not shown, this wiring is electrically connected to the slip ring of the shaft 201. The slip ring is formed in an annular shape around the shaft 201, and the brush is in contact with the annular slip ring. This brush is electrically connected to the motor control device 100. When a current is supplied from the motor control device 100 to the rotor coil 206 via the brush, slip ring, and wiring, a magnetic field is generated from the rotor coil 206.

  The stator 203 has a stator coil 208 and a stator core 209 provided with a three-phase stator coil 208. The stator core 209 has a cylindrical shape, and a rotor 202 is provided in the hollow together with the shaft 201 so as to penetrate the center of the stator core 209. The three-phase stator coil 208 includes a U-phase stator coil, a V-phase stator coil, and a W-phase stator coil.

  The three-phase stator coil 208 is electrically connected to the motor control device 100. The three-phase stator coil 208 is supplied with a three-phase alternating current whose phase is shifted by 120 ° from the motor control device 100. As a result, a three-phase rotating magnetic field for rotating the rotor 202 is generated from the stator coil 208. A magnetic field generated from the stator coil 208 intersects with the rotor coil 206.

  When current flows through the rotor coil 206 and the stator coil 208, a magnetic field is generated from both. As a result, rotational torque is generated in the rotor coil 206. As described above, when the three-phase alternating current is supplied from the motor control device 100 to the stator coil 208, the direction in which the rotational torque is generated sequentially changes, whereby the shaft 201 starts to rotate. The pulley 204 also rotates together with the shaft 201, and the rotation is transmitted to the crankshaft 410 via the belt 420. As a result, the crankshaft 410 also rotates.

  Conversely, when the internal combustion engine 400 is driven to burn and the crankshaft 410 rotates autonomously, the rotation is transmitted to the pulley 204 via the belt 420. As a result, the shaft 201 is rotated together with the pulley 204, and the rotor coil 206 is also rotated. Then, the magnetic field generated by the rotor coil 206 intersects with the stator coil 208, whereby an induced voltage is generated in the stator coil 208 and current flows. This current is supplied to the vehicle battery.

  Next, the motor control device 100 will be described. As shown in FIGS. 1 and 2, the motor control device 100 includes a control unit 10, an inverter 20, a power feeding unit 30, a rotation sensor 40, and a current sensor 50. As shown in FIG. 2, the control unit 10 is electrically connected to the inverter 20, the power feeding unit 30, the rotation sensor 40, and the current sensor 50. As shown in FIG. 1, the control unit 10 can communicate with the host ECU 300 via a bus or the like. When a request command is input from host ECU 300, control unit 10 generates a control signal for controlling inverter 20 and power feeding unit 30 based on the request command and detection signals of sensors 40 and 50. Then, the control unit 10 outputs the control signal to the inverter 20 and the power feeding unit 30. The control unit 10 is a motor ECU, and its detailed operation will be described later.

  Although not shown, the inverter 20 has three switch groups connected in series to the DC power supply. These three switch groups correspond to the three-phase stator coils 208, respectively. Each of the three switch groups includes a switch element on the upper arm side and a switch element on the lower arm side. In the present embodiment, the switch element is a MOSFET. Therefore, the switch element has a parasitic diode, and the parasitic diode is connected in antiparallel to the switch element.

  The midpoints of the switch elements on the upper arm side and the lower arm side of each of the three switch groups are electrically connected to the corresponding stator coils 208. Accordingly, when at least one of the three switch elements on the upper arm side and at least one of the three switch elements on the lower arm side are driven by the control signal from the control unit 10, the DC power source and the stator coil 208 is electrically connected. As a result, a current flows through the stator coil 208.

  Although not shown, the power feeding unit 30 includes a switch element provided between the power source and the brush. When this switch element is driven by a control signal from the control unit 10, the power source and the brush are electrically connected, and current is supplied to the rotor coil 206 through the slip ring and the wiring. Accordingly, a magnetic field is generated from the rotor coil 206 when the switching element of the power feeding unit 30 is in a driving state, but no magnetic field is generated from the rotor coil 206 when the switching element is in a non-driving state.

  Although not shown, the rotation sensor 40 includes a permanent magnet, a magnetoelectric conversion element, and a counter as one example. The permanent magnet is provided on the shaft 201. The magnetoelectric conversion element faces the permanent magnet and converts the magnetic field generated from the permanent magnet into an electrical signal. The counter increments the count number based on the output signal of the magnetoelectric conversion element, and outputs a count signal including the count number to the control unit 10.

  The rotation sensor 40 has two magnetoelectric conversion elements, which are separated by 90 ° around the axis of the shaft 201. Therefore, the sensor signal (A signal) output from one of the two magnetoelectric transducers 42 and the sensor signal (B signal) output from the other are 90 ° out of phase.

  The counter increments the count number based on the A signal and the B signal. As a result, for example, as shown in FIG. 5, the number of counts increases sequentially as the rotation angle increases sequentially. However, when the shaft 201 makes one rotation and the count number reaches the upper limit value, the counter 43 clears the count number.

  The current sensor 50 detects the amount of current flowing through the stator coil 208. More specifically, the current sensor 50 is a shunt resistor provided in a connection wiring that connects the switch group and the stator coil 208. The control unit 10 stores the resistance value of the shunt resistor, and detects the amount of current flowing through the stator coil 208 from the resistance value and the voltage across the shunt resistor. The current sensor 50 is not limited to the above example. For example, a configuration in which the amount of current is detected based on a magnetic field generated by current flow can be employed.

  Next, control of the inverter 20 and the power feeding unit 30 by the control unit 10 will be described. When starting the vehicle, the host ECU 300 outputs a start signal to the motor control device 100 and rotates the crankshaft 410 of the internal combustion engine 400 by a starter mounted on the vehicle to drive the internal combustion engine 400 to burn.

  When the rotation speed (engine rotation speed) of internal combustion engine 400 rises sufficiently from zero, host ECU 300 outputs an instruction signal for controlling power feeding section 30 and inverter 20 to control section 10. The control unit 10 brings the switch element of the power feeding unit 30 into a driving state and starts controlling the switch group of the inverter 20. The control unit 10 controls the driving state of the switch group of the inverter 20 based on the detection signal (count number) of the rotation sensor 40 and supplies current to the battery. This will charge the battery. Alternatively, the control unit 10 controls the driving state of the switch group of the inverter 20 based on the count number, and generates a rotational torque in the rotor coil 206. In this way, driving of the vehicle is assisted.

  Thereafter, when the internal combustion engine 400 is started again after the engine speed reaches zero once, the host ECU 300 restarts the internal combustion engine 400 with a starter based on the oil temperature of the internal combustion engine 400, or the motor 200. To determine whether to restart the internal combustion engine 400.

  When the internal combustion engine 400 is restarted by the motor 200, the control unit 10 controls the driving state of the switch group of the inverter 20 based on the number of counts in the same manner as when assisting the traveling of the vehicle, and the rotor coil 206. Rotational torque is generated. By doing so, the internal combustion engine 400 is restarted.

  Of course, when the internal combustion engine 400 is restarted by the motor 200, the internal combustion engine 400 is not driven to burn, and only the motor 200 rotates autonomously. When the crankshaft 310 starts cranking by the rotation of the motor 200 and the rotation speed exceeds a predetermined rotation speed, the internal combustion engine 400 is driven for combustion. As a result, the internal combustion engine 400 also starts to rotate autonomously.

  Next, based on FIGS. 3 to 5, the time change of the current supplied to the stator coil 208 when the shaft 201 slides with respect to the belt 420, and the rotation speed and rotation angle of the shaft 201 (rotor 202). Explain the change. Also, slip determination by the control unit 10 will be described. The control unit 10 corresponds to a determination unit.

  3 to 5 show the supply current, rotation speed, and rotation angle when the internal combustion engine 400 is not driven to rotate autonomously and only the motor 200 rotates autonomously as described above. The time change is shown. The slip determination is also performed only when only the motor 200 is autonomously rotating in this way.

  First, the case where the shaft 201 slides continuously with respect to the belt 420 will be described with reference to FIG. When the current supply to the stator coil 208 is gradually increased to restart the internal combustion engine 400, the rotational torque generated in the rotor 202 is gradually increased accordingly, and the rotational speed of the shaft 201 is also gradually increased. Since the motor 200 is connected to the crankshaft 310 via the belt 420, the amount of increase in the rotational speed with respect to the supply current amount is determined according to the rotational load of the crankshaft 310 connected to the belt 420.

  The control unit 10 has a memory 11, and the memory 11 stores a correlation between the supply current amount and the rotation speed. In order to secure the certainty of this correlation, the supply current is increased several times when detecting the correlation, and the amount of increase in the number of rotations is detected. Thereby, a plurality of correlations are calculated. The memory 11 stores an average value of the plurality of correlations and a blur width therefrom.

  The control unit 10 calculates, from the average value of the correlation stored in the memory 11 and the blur width, an upper limit value at which the rotational speed increases with respect to the supply current as a threshold value. Note that the threshold value itself may be stored in the memory 11 in advance.

  When the shaft 201 slides continuously with respect to the belt 420, the rotational load is reduced. Therefore, the rotational speed increases with respect to the increase amount of the rotational speed with respect to the supply current indicated by the threshold value in FIG. In other words, when the shaft 201 slides continuously with respect to the belt 420, in the graph of FIG. 3, the relationship between the supply current and the rotational speed is located below the threshold (sliding region). . For this reason, the control unit 10 determines whether or not a continuous slip has occurred by determining whether or not the relationship between the supply current detected by the sensors 40 and 50 and the rotational speed is located below the threshold value. Determine.

  Note that the control unit 10 samples the supply current and the number of rotations, and calculates an average value thereof. The control unit 10 compares this average value with a threshold value. The sampling period is, for example, 10 ms, and the number of samplings is, for example, 10 times. Therefore, the control unit 10 calculates an average value of the supply current and the rotation speed every 100 ms. In this example, the control unit 10 periodically performs a continuous slip determination process, an instantaneous slip determination process, and a warning process, which will be described later, every 100 ms. This 100 ms period corresponds to a predetermined period. Of course, the cycle for performing this process is merely an example, and the present invention is not limited to this.

  Next, a case where the shaft 201 slips instantaneously with respect to the belt 420 will be described with reference to FIGS. 4 and 5. 4 and 5, the supply current amount is indicated by a broken line. The rotation speed and rotation angle when no slip occurs are indicated by a solid line, and the rotation speed and rotation angle when slip occurs are indicated by a one-dot chain line.

  As described above, the amount of increase in the rotational speed with respect to the supply current amount is determined according to the rotational load of the crankshaft 310 or the like. Therefore, as shown by a broken line in FIG. 4, when the amount of supplied current is changed with time at a constant increase rate, the rotational speed also changes with time at a constant increase rate as shown by a solid line. The same applies to the rotation angle. As indicated by the solid line in FIG. 5, the count number representing the rotation angle also changes with time at a constant increase rate.

  However, when the shaft 201 slips instantaneously with respect to the belt 420, the rotational resistance is reduced, so that the rate of increase in the rotational speed increases rapidly as shown by the alternate long and short dash line in FIG. Return to. The same applies to the rotation angle, and as shown by the one-dot chain line in FIG. 5, the increase rate of the rotation angle increases rapidly and returns to the original increase rate. As described above, when the amount of change in the supply current is constant, it can be determined that an instantaneous slip has occurred when the amount of change in the rotation speed or the rotation angle suddenly increases and then returns to the original amount of change.

  The controller 10 continuously monitors the amount of change in the supply current detected by the current sensor 50 and the amount of change in the rotation speed or rotation angle detected by the rotation sensor 40. Then, when the amount of change in the supply current is constant, the control unit 10 determines whether or not the amount of change in the number of rotations or the rotation angle has rapidly increased and then returned to the original amount of change. By doing so, the control unit 10 determines whether or not an instantaneous slip has occurred.

  The determination as to whether or not the sudden increase has occurred is made by determining whether or not the amount of change in the rotation speed or rotation angle when the amount of change in the supply current is constant has changed α times. be able to. Here, α is a real number larger than 1, and is a value appropriately determined by the designer.

  Incidentally, one of the main causes that the shaft 201 slides on the belt 420 is deterioration of the belt 420. When the belt 420 is deteriorated, the belt 420 tends to bend and bend easily, or the frictional force generated with the shaft 201 is reduced. When the belt 420 is deteriorated in this way, the shaft 201 is easily slipped with respect to the belt 420 a plurality of times until the crankshaft 310 is cranked by the motor 200 and the internal combustion engine 400 is driven to burn.

  Therefore, the control unit 10 measures the number of times that the shaft 201 slips with respect to the belt 420 before the internal combustion engine 400 is driven to burn again by the motor 200. The control unit 10 stores a specified number of times for determining the deterioration of the belt 420 in the memory 11, and determines whether or not the number of times of detecting slip (the number of detections) exceeds the specified number. When the number of detections exceeds the specified number, the control unit 10 determines that the belt 420 has deteriorated and notifies the vehicle occupant of this. Further, the restart of the internal combustion engine 400 by the motor 200 is prohibited. In this case, the host ECU 300 restarts the internal combustion engine 400 with the starter regardless of the oil temperature of the internal combustion engine 400 or the like.

  As described above, there are two types of sliding, continuous sliding and instantaneous sliding. Therefore, the control unit 10 counts the first number of detections corresponding to continuous slip and the second number of detections corresponding to instantaneous slip, respectively.

  The control unit 10 stores in the memory 11 a first specified number of times for comparison with the first number of detections and a second specified number of times for comparison with the second number of detections. Although depending on the degree of deterioration of the belt 420, when the deterioration of the belt 420 becomes severe, the shaft 201 easily slips on the belt 420 not instantaneously but continuously. Therefore, even if instantaneous slip occurs frequently, the degree of deterioration of the belt 420 is different from the case where the same number of continuous slips occur. Therefore, the memory 11 stores a different number of prescribed times corresponding to the type of slip as described above. However, the specified number of times may be set uniformly without considering any of the types of slip described above. Alternatively, the total number of continuous slips and instantaneous slips may be counted as the number of detections, and the prescribed number of times may be determined.

  Next, continuous slip determination processing, instantaneous slip determination processing, and warning processing by the control unit 10 will be described with reference to FIGS. These three processes are performed when the internal combustion engine 400 is restarted by the motor 200. Note that the first detection count and the second detection count described above are set to zero at the beginning of the above processing, and a slip suppression control time described later is set to zero at the beginning of the above processing.

  First, the continuous slip determination process will be described with reference to FIG. In step S10, the control unit 10 determines whether or not the relationship between the supply current detected by the sensors 40 and 50 and the rotational speed is lower than a threshold value. In other words, the control unit 10 determines whether or not the relationship between the supply current and the rotation speed is positioned below the threshold value illustrated in the graph of FIG. If the control unit 10 determines that the relationship between the supply current and the rotational speed is above the threshold value, the control unit 10 determines that no continuous slip has occurred, and proceeds to step S20. On the other hand, if it is determined that the relationship between the supply current and the rotational speed is below the threshold value, the control unit 10 determines that continuous slip has occurred, and proceeds to step S30.

  If it progresses to step S20, the control part 10 will determine whether restart was complete | finished. When the restart is completed, the control unit 10 ends the continuous slip determination. On the other hand, when the restart is not completed, the control unit 10 returns to step S10. In this way, the control unit 10 continuously monitors whether or not there has been a continuous slip during the restart.

  If it progresses to step S30, the control part 10 will recognize that the continuous slip generate | occur | produced, and will increment the 1st detection frequency. Then, the process proceeds to the warning process shown in FIG.

  Next, an instantaneous slip determination process will be described with reference to FIG. In step S110, the control unit 10 determines whether or not the rotation angle detected by the rotation sensor 40 has rapidly increased. More specifically, the control unit 10 determines whether or not the change amount of the rotation angle has returned to the original change amount after abrupt increase. When it determines with the rotation angle not increasing rapidly, the control part 10 progresses to step S120. On the contrary, if it is determined that the rotation angle has increased rapidly, the control unit 10 proceeds to step S130.

  In step S120, the control unit 10 determines whether or not the number of rotations detected by the rotation sensor 40 has increased rapidly. More specifically, the control unit 10 determines whether or not the change amount of the rotation speed has rapidly increased and then returned to the original change amount. When it determines with the rotation speed not increasing rapidly, the control part 10 progresses to step S140. On the contrary, when it is determined that the rotation angle does not increase rapidly, the control unit 10 proceeds to step S130.

  If it progresses to step S140, the control part 10 will determine whether restart was complete | finished. When the restart is completed, the control unit 10 ends the instantaneous slip determination. On the other hand, when the restart is not completed, the control unit 10 returns to step S110. As described above, the control unit 10 continuously monitors whether or not there is an instantaneous slip during the restart.

  When it is determined in step S110 or step S120 that the rotation angle or the number of rotations has suddenly increased and the process proceeds to step S130, the control unit 10 determines whether or not the supply current detected by the current sensor 50 has suddenly changed. Determine. In other words, the control unit 10 determines whether or not the change in the supply current with time is constant. If the controller 10 determines that there is a change in the supply current with time, the process proceeds to step S140. On the other hand, if it is determined that the time change of the supply current is constant, the control unit 10 proceeds to step S150.

  In step S150, the control unit 10 recognizes that an instantaneous slip has occurred, and increments the second number of detections. Then, the process proceeds to the warning process shown in FIG.

  In this embodiment, in the instantaneous slip determination process, changes in both the rotation angle and the rotation speed are determined. However, only one of the determinations may be performed. That is, only one of steps S110 and S130 shown in FIG. 7 may be performed.

  Finally, warning processing will be described based on FIG. In step S210, the control unit 10 determines whether or not an instantaneous slip has occurred. In other words, the control unit 10 determines whether the type of slip that has occurred is instantaneous or continuous. When the continuous slip has occurred, the control unit 10 proceeds to step S220. On the other hand, when the instantaneous slip has occurred, the control unit 10 proceeds to step S230. Note that if both instantaneous slip and continuous slip have occurred, the controller 10 proceeds to step S220.

  In step S220, the control unit 10 determines whether or not the slip suppression control time has exceeded the specified time stored in the memory 11. This slip suppression control is a control that lowers the supply current in order to suppress the occurrence of slipping when continuous slipping occurs. In this case, for example, the temporal change amount (slope) of the supply current amount indicated by the broken line in FIG. The control unit 10 measures the time during which the slip suppression control is continuously performed. When the slip suppression control time exceeds the specified time, the control unit 10 proceeds to step S240. On the other hand, when the slip suppression control time is lower than the specified time, the control unit 10 proceeds to step S250. The slip suppression control time corresponds to the measurement time.

  In step S240, the control unit 10 notifies the vehicle occupant of the occurrence of slipping and the deterioration of the belt 420, and ends the slip suppression control. Further, the control unit 10 prohibits restart by the motor 200 and notifies the passenger of this. Further, the control unit 10 notifies the host ECU 300 that the motor 200 is prohibited from being restarted.

  In step S250, the control unit 10 determines whether or not slip suppression control is being performed. When the slip suppression control is not being performed, the control unit 10 proceeds to step S260. In contrast, when the slip suppression control is being performed, the control unit 10 proceeds to step S270.

  When the process proceeds to step S260, the control unit 10 notifies the vehicle occupant that the slip has occurred, and starts the slip suppression control.

  In step S270, the control unit 10 determines whether or not the first number of detections exceeds the first specified number. If the first number of detections does not exceed the first specified number, the control unit 10 proceeds to step S280. On the other hand, if the first number of detections exceeds the first specified number, the control unit 10 proceeds to step S290.

  If it progresses to step S280, the control part 10 will notify that the passenger of a vehicle has slipping, and will continue slip suppression control.

  If it progresses to step S290, the control part 10 will notify the generation | occurrence | production of a slip and deterioration of the belt 420 to the passenger of a vehicle, and will complete | finish it, when performing slip suppression control. Further, the control unit 10 prohibits restart by the motor 200 and notifies the passenger of this. Further, the control unit 10 notifies the host ECU 300 that the motor 200 is prohibited from being restarted.

  Back in the flow, when it is determined in step S210 that an instantaneous slip has occurred and the process proceeds to step S230, the control unit 10 determines whether or not the second number of detections exceeds the second specified number. If the second number of detections does not exceed the second specified number, the control unit 10 proceeds to step S300. On the other hand, when the second number of detections exceeds the second specified number, the control unit 10 proceeds to step S290.

  If it progresses to step S300, the control part 10 will notify that the passenger | crew of the vehicle has slipped.

  As described above, when continuous slip occurs, the control unit 10 performs slip suppression control. The slip suppression control is continued as long as continuous slip is detected, but when the time exceeds a specified time, the restart of the internal combustion engine 400 by the motor 200 is prohibited. Then, when the first number of detections indicating the number of continuous slip occurrences exceeds the first specified number in step S270, the control unit 10 prohibits the restart of the internal combustion engine 400 by the motor 200. If instantaneous slip occurs, the controller 10 restarts the internal combustion engine 400 by the motor 200 when the second number of detections indicating the number of occurrences of instantaneous slip exceeds the second specified number in step S230. Ban.

  Next, functions and effects of the motor control device 100 according to the present embodiment will be described. As described above, the control unit 10 determines whether the shaft 201 is slipping with respect to the belt 420 when only the motor 200 is rotating autonomously. Therefore, the slippage of the shaft 201 with respect to the belt 420 can be determined without driving the internal combustion engine 400 to burn.

  Further, unlike the configuration in which not only the motor 200 but also the internal combustion engine 400 is autonomously rotating, the slip determination with respect to the belt 420 of the shaft 201 is different depending on the rotational state of the internal combustion engine 400, Fluctuation of the rotation angle is suppressed. Therefore, a decrease in slip determination accuracy is suppressed.

  Furthermore, the slip determination is performed based on two of the rotation speed (rotation angle) and the supply current. Therefore, compared with the structure which performs a slip determination based only on the output voltage of the motor 200, the fall of a slip determination precision is suppressed.

  When determining that the shaft 201 is slipping with respect to the belt 420, the control unit 10 notifies the vehicle occupant that the shaft 201 is slipping with respect to the belt 420. As a result, the passenger is notified of the malfunction of the belt 420.

  The control unit 10 stores the correlation between the supply current and the rotation speed, and determines whether or not the shaft 201 is continuously sliding with respect to the belt 420 based on the correlation. In addition, when the supply current is constant, the control unit 10 causes the shaft 201 to slip instantaneously with respect to the belt 420 depending on whether or not the rotational speed or the rotation angle suddenly increases and then returns to the original state. It is determined whether or not. In this way, the type of slip can be determined.

  The controller 10 counts the number of times that the shaft 201 has slid continuously with respect to the belt 420 (first number of detections) and the number of times that it has slipped instantaneously (until the time when the internal combustion engine 400 is driven to burn again by the motor 200 ( Second detection count). The control unit 10 stores in the memory 11 a first specified number of times for comparison with the first number of detections and a second specified number of times for comparison with the second number of detections. Then, when the first number of detections exceeds the first specified number, the control unit 10 determines that the belt 420 has deteriorated and notifies the vehicle passenger of this. This can prompt the passenger to replace the belt 420.

  As described above, the control unit 10 stores the specified number of times according to the type of slip. According to this, the deterioration determination accuracy of the belt 420 can be improved as compared with the configuration in which the specified number of times is uniformly determined without considering any kind of slip.

  When the control unit 10 determines that the shaft 201 is continuously slipping with respect to the belt 420, the control unit 10 performs slip suppression control with a reduced supply current. According to this, generation | occurrence | production of continuous slip can be suppressed.

  When the slip suppression control time exceeds the specified time, the control unit 10 determines that the belt 420 is deteriorated and notifies the vehicle occupant of this. This can also prompt the passenger to replace the belt 420.

  When determining that the belt 420 is deteriorated, the control unit 10 prohibits the start of the internal combustion engine 400 by the motor 200 and notifies the passenger of this. As a result, the passenger is notified that the motor 200 can no longer be restarted.

  The host ECU 300 restarts the internal combustion engine 400 with a starter when the belt 420 is deteriorated. According to this, it is suppressed that the restart of the internal combustion engine 400 is delayed due to slippage between the belt 420 and the shaft 201.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

(Other variations)
In the present embodiment, an example in which the motor control device also functions as a slip determination device has been shown. However, apart from the motor control device, a configuration in which an independent slip determination device is electrically connected to the motor control device may be employed. In this case, the two devices share the rotation sensor 40 and the current sensor 50. The slip determination device performs a slip determination based on the detection signals of these two sensors 40 and 50 and the driving states of the motor 200 and the internal combustion engine 400.

  In the present embodiment, an example in which slip determination is performed when the internal combustion engine 400 is restarted by the motor 200 has been described. However, it is not intended to restart the internal combustion engine 400, but only the motor 200 is autonomously rotated, and the supply current, the rotation speed, and the rotation angle are monitored, so that the slip determination and the belt 420 deterioration determination are performed. Also good. As a result, the slip determination can be performed without generating exhaust gas.

  Such slippage determination and belt 420 deterioration determination may be performed, for example, when the belt 420 is installed on each of the shaft 201 and the crankshaft 310 and the belt 420 is tensioned by a tensioner. The slip determination and the deterioration determination of the belt 420 by the control unit 10 may be performed by a command from the host ECU 300.

  In the present embodiment, the upper ECU 300 is not specifically mentioned. The host ECU 300 is, for example, an engine ECU or a hybrid ECU.

  In this embodiment, the rotor 202 has shown the example which has the rotor coil 206 and the fixing | fixed part 207. FIG. However, a configuration in which the rotor 202 includes a permanent magnet instead of the rotor coil 206 may be employed. In this case, the rotation sensor 40 has a plurality of magnetoelectric conversion elements facing the permanent magnet 210 of the rotor 202. The motor control device 100 does not have the power supply unit 30.

  In the present embodiment, an example in which the switch element of the inverter 20 is a MOSFET is shown. However, unlike this, the switch element may be an IGBT. Since the IGBT does not have a parasitic diode, in the case of this modification, a separate diode is connected in reverse parallel to the IGBT.

  In this embodiment, the control part 10 showed the example which detects both continuous slip and instantaneous slip. However, the control unit 10 may not detect an instantaneous slip.

  In the present embodiment, an example in which the slip suppression control is performed when the control unit 10 determines that continuous slip has occurred. However, the slip suppression control need not be performed.

DESCRIPTION OF SYMBOLS 10 ... Control part, 40 ... Rotation sensor, 50 ... Current sensor, 100 ... Motor control apparatus, 200 ... Motor, 201 ... Shaft, 202 ... Rotor, 208 ... Stator coil, 400 ... Internal combustion engine, 420 ... Belt

Claims (12)

A shaft (201) that rotates in conjunction with an internal combustion engine (400) of a vehicle via a belt (420), a rotor (202) provided on the shaft, and a stator coil (208) provided around the rotor. A slip determination device for determining whether or not the shaft has slipped with respect to the belt.
A rotation sensor (40) for detecting the rotation speed of the shaft;
A current sensor (50) for detecting a supply current to the stator coil;
A determination unit (10) for determining slippage of the shaft with respect to the belt based on the number of rotations detected by the rotation sensor and the supply current detected by the current sensor;
The determination unit
Of the internal combustion engine and the motor, when only the motor is autonomously rotating, the correlation of the rotational speed with respect to the supply current is stored,
When only the motor of the internal combustion engine and the motor is rotating autonomously, the rotation speed detected by the rotation sensor is indicated in the correlation with respect to the supply current indicated in the correlation. A slip determination device that determines that the shaft is continuously slipping relative to the belt when the rotation speed is higher than the rotation speed.   The slip determination device according to claim 1, wherein when the determination unit determines that the shaft is continuously slipping with respect to the belt, the determination unit performs slip suppression control in which the supply current is reduced.   The slip determination device according to claim 2, wherein the determination unit measures the time during which the slip suppression control is performed, and determines that the belt is deteriorated when the measurement time exceeds a specified time. .   The determination unit determines whether or not the shaft has slid continuously with respect to the belt at a predetermined period, and counts the number of times it is determined that the shaft has slid continuously. The slip determination device according to any one of claims 1 to 3, wherein the belt is determined to be deteriorated if the belt exceeds.   The slippage determination device according to claim 3 or 4, wherein when the determination unit determines that the belt is deteriorated, the determination unit notifies a passenger of the vehicle that the belt is deteriorated.   The slip determination device according to claim 5, wherein when the determination unit determines that the belt is deteriorated, the determination unit notifies a passenger of the vehicle that the start of the internal combustion engine by the motor is prohibited.   The determination unit is configured such that when only the motor of the internal combustion engine and the motor is rotating autonomously, the time change of the supply current is constant and the time change of the rotation speed is increased from a constant state. The slippage determining apparatus according to any one of claims 1 to 6, wherein when the shaft returns to a constant state with the original time change, it is determined that the shaft slips instantaneously with respect to the belt. The rotation sensor detects not only the rotation speed of the shaft but also the rotation angle of the shaft,
The determination unit is configured such that when only the motor among the internal combustion engine and the motor is rotating autonomously, the time change of the supply current is constant, and the time change of at least one of the rotation speed and the rotation angle is changed. The slip determination device according to claim 7, wherein when the shaft returns from a constant state and then returns to a constant state with an original time change, it is determined that the shaft slips instantaneously with respect to the belt.   The said determination part is counting the frequency | count that the said shaft slipped instantaneously with respect to the said belt, and determines that the said belt has deteriorated when the count exceeds the 2nd specified frequency. The slip determination apparatus according to claim 7 or 8.   The slip determination device according to claim 9, wherein when the determination unit determines that the belt is deteriorated, the determination unit notifies a passenger of the vehicle that the belt is deteriorated.   The slip determination device according to claim 10, wherein if the determination unit determines that the belt is deteriorated, the determination unit notifies a passenger of the vehicle that the start of the internal combustion engine by the motor is prohibited.   The determination unit, when determining that the shaft is slipping continuously or instantaneously with respect to the belt, notifies a passenger of the vehicle that the shaft is slipping with respect to the belt. The slip determination apparatus of any one of 7-11.

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